US1696632A

US1696632A - Power-transmission device

Info

Publication number: US1696632A
Application number: US186052A
Authority: US
Inventors: Henry William
Original assignee: Individual
Current assignee: Individual
Priority date: 1927-04-23
Filing date: 1927-04-23
Publication date: 1928-12-25
Anticipated expiration: 1945-12-25

Description

Dec. 25, 1928. 1,696,632

w. HENRY POWER TRANSMISSION DEVICE Filed April 23, 1927 4 Sheets-Sheet 1 om 5W Dec. 25, 1928. 1,696,632

w. HENRY POWER m'rmsmss xon DEVICE Filed April 2a, 1937 4 Sheets-Sheet 2 Lw err/Z5073 Z wa @VX W. HENRY POWER TRANSMISSION DEVICE Filed April 25, 1927 4 Sheets-Sheet 3 Zwe; 2 j

Dec. 25, 1928. 1,696,632

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1. J o a Patented as, lfielta.

stares WILLIAM HENRY, 01 PHILADELPHIA, PENNSYLVANIA.

rownn-rRANsi-erssron nnvien.

Application filed April 23, 192?. Serial No. 186,052.

The principal object of this invention is to provide improved means for releasably holding the forward transmission pedal or Ford automol'les in the advanced or slow speed position whereby the operator can maintain the low speed without exerting a continuous pressure upon the transmission pedal.

The invention resides primarily in the ar rangement of parts and novel details of con struction hereinafter set forth and illustrated in the attached drawings, in which:

Figure 1 is a side elevation of the control pedals of a Ford automobile equipped with a device made in accordance with my invention;

Fig. 2 is a plan view of the mechanism shown in Fig. 1 with the upper portions oi the pedals removed;

Fig. 3 is an enlarged fragmentary elev..- tion showing a detailot the mechanism;

Fig. -fl is a section on the line -l4-. Fig. 3;

Fig. 5 is a side elevational view similar to Fig. 1 but showing a modification within the scope of the invention, and

Fig. 6 is a rear elevation of the mechanism shown in Fig. 5.

With reference to the drawings and particularly to F igs. 1 to 1, inclusive, 1 represents the forward transmission pedal or a Ford automobile, 2 the reverse pedal, and 3 the brake pedal. The operation of these pedals is well understood, and it may be kept in mind that when the pedall is inan intermediate position, the transmission is in neutral. W hen it is elevated, the high speed forward transmission is efiected, and when entirely depressed, the low speed forward transmission is applied. Each of the pedals normally is held in an advanced or elevated position by a spring (not shown).

it is often desirable, when it is necessary to keep the automobile in low speed for considerable lengths of time, to release the foot pressure from the pedal 1, and it is the object of the invention to provide readily releasable means for holding the pedal down independent of toot pressure.

Extending transversely from the top or the transmission casing 4 is a bar 5, the outer end of this bar being supported by means of a pair of braces 6 which, as well shown in Fig. 3, bear upon and are supported by the clutch lever shaft- 7 of the machine. Secured to the lower projecting end 8 of the lever 1 and extending beneath the bar 5 is a notched lever 9 which has pivot-ally secured thereto similarly notched levers 10 and 11. As shown in Fig. 1- the lever 10 has a transverse pin 12 therein projecting from both sides which are connected. through the medium of springs 13 and 1 with the levers 9 and 11 respectively, pins 1.) and 16 being provided on the outer sides of the latter to which the said springs are respectively attached. The levers are normally supported so that their notched up per edge is in contact with the lower edge of the bar 5 by means of a pair of springs 1 17, which are connected respectively to the

pins

15 and 16, and at their upper ends to an arm 18 projecting "from the reverse lever 2, as well shown in 1. The arrangement is such that normally when the reverse lever 2 is in the elevated inoperative position, as shown in Fig. l, the spring 17 is relaxed and permits the

levers

9, 10, and 11 to, drop sutliciently to clear the lower edge otthe arm 5. I It will he noted that the lever 9 is attached to the lower end of the lever 1 through the medium of the link 19 which connects the lever withthe clutch lever 20 on the outer end ot the shaft 7. The link 19 extends through an opening in the lower end 8 of the lever 1 andthrough an opening in the end of the lever 9, and the connection is maintained by means ofa cotter pin 21. i

From the foregoing construction it will be apparent that in the normal operation of the lever 1,.the

notched levers

9, 10 and 11 will not engage the bar 5. If, however, aslight pressure is placed upon'the lever 2 so that it is advanced slightly, the

levers

9, 10 and 11 are brought up into engagement with the bar 5, and under these circumstances it the pedal 1 is advanced, it will be held through the medium of the

notched levers

9, 10 and 11 in the advanced position. Under these circumstances, the pedal 1 should be released first and thereafter the pedal 2 may be released, and the former pedal will be retained in the low speed position. A forward movement of the pedal 1, however, with the reverse pedal in the normal elevated position will result in a release of the notched edge of the

lever

9, 10 or 11 from the bar 5, which permits the levers to drop down, thereby permitting the return movement of the pedal 1 to the neutral or high speed position.

One oi the important features of this construction is found in the use of the compound lever 9-1011. It will be noted that the notches in these levers, see Fig. 3, are staggered, so that as the multiple lever moves rearwardly in contact with the bar 5, the teeth of the lever 39.88 the edge of the bar individually and in succession. This permits the use of relatively large and strong teeth on these levers with exactly the same eilect as though a. notch three times as small were used on a single gear.

In Figs. 5 and 6, I have illustrated a slight modification in which the notch-engaged bar 22 is carried by a yoke 23 pivotally supported on the clutch lever shaft 7. The yoke or bracket 23 has a transverse extension 25 which is pivot-ally secured at 26 to the lower end of the clutch lever 20. A spring 27 secured to the extension 25 and to the clutch lever 20 holds these parts in a normal relative position. A triple notched lever 9l011 similar to that previously described is secured in the same manner to the lower end 8 of the pedal lever l and is connected resiliently and in the manner previously described to the reverse lever 2. In this instance, the operation is in general the same as that previously described, although the construction differs largely in that it avoids the necessity of securing the bar 5 to the casing at, as in the previously described embodiment. It will be noted, however, that there is in this case an actual movement of the bracket 23 when the pedal 1 is shifted, and this movement being in each instance opposite to the movement of the lever 9--lO-1l facilitates the release of the lever from the bracket and makes-the release oi the pedal 1 from the forward locked position a relatively quick one.

I claim:

1. In a power transmission device, the combination with a pivoted clutch lever adapted normally to be retained resiliently in a retracted position, of a plurality of notched levers pivotally attached to said clutch lever, and a relatively fixed abutment adapted to engage in said notches whereby the clutch lever is retained in an advanced position, the notches in each of said levers being staggered with respect to the notches of the other levers whereby the levers are effective individually to retain the said clutch lever in the advanced position.

2. In a power transmission device, the combination with a pivoted clutch lover, of a relatively fixed abutment, and a plurality of notched levers pivotally connected to the clutch lever and adapted to be successively and repeatedly brought into interlocking engagement ith said abutment when the clutch lever is advanced to retain the latter in the advanced posit-ions.

3. in a power transmission device, the combination with a pivoted clutch lever, of a relatively fixed abutn'ient, a plurality oi notched levers pivotally connected to the clutch lever and adapted to be successively brought into interlocking engagement with said abutment when the clutch lever is advanced to retain the latter in the advanced position, said notched levers normally occupying a position free of said abutment, andmeans independently operative for resiliently maintaining an operative connection between the levers and said abutment.

4:. In a power transmission device, the combination with a pivoted clutch lever, oi a second pivoted control lever, a relatively fixed abutment, a plurality of notched levers pivotally connected to the clutch lever and adapted to be brought into interlocking engagement with said abutment to retain the latter in an advanced. position, said levers normally lying out of contact with said abutment, and means operatively connected with said control lever for bringing said notched levers into engagement with said abutment.

5. In a power transmission device, the combination with a pivoted clutch lever, of a relatively fixed abutment, and a plurality of notched levers pivotally connected to the clutch lever and adapted to be brought into interlocking engagement with said abutment when the clutch lever is advanced, the notches in each of said levers being staggered with respect to the notches of the other levers so that the levers interlock separately and successively with said abutment, an independent control lever, and means associated with said lever for retaining the said notched levers in operative relation with said abutment.

WILLIAM HENRY.